U.S. patent number 6,802,768 [Application Number 10/153,100] was granted by the patent office on 2004-10-12 for motorized hvac ac valve.
This patent grant is currently assigned to Delphi Technologies, Inc.. Invention is credited to Gerald M. Goupil, Jr., Raoul Huberty, Mark W. Stevenson.
United States Patent |
6,802,768 |
Stevenson , et al. |
October 12, 2004 |
Motorized HVAC AC valve
Abstract
A motorized valve assembly for use in a vehicle heating,
ventilating, and air conditioning module comprises a valve having
at least one flap and is pivotable about a pivot axis. A drive unit
is affixed to the valve, and a drive interface is operably
connected to the drive unit for inducing a pivoting force about the
pivot axis.
Inventors: |
Stevenson; Mark W. (Appleton,
NY), Goupil, Jr.; Gerald M. (N. Tonawanda, NY), Huberty;
Raoul (Bertranbe, LU) |
Assignee: |
Delphi Technologies, Inc.
(Troy, MI)
|
Family
ID: |
29400532 |
Appl.
No.: |
10/153,100 |
Filed: |
May 22, 2002 |
Current U.S.
Class: |
454/69;
251/129.11 |
Current CPC
Class: |
B60H
1/00678 (20130101); B60H 1/00857 (20130101); B60H
2001/3478 (20130101) |
Current International
Class: |
B60H
1/00 (20060101); B60H 1/34 (20060101); B24D
013/00 () |
Field of
Search: |
;454/69,156
;251/129.05,129.11 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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4424316 |
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Jan 1996 |
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DE |
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19620749 |
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Nov 1997 |
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DE |
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19943822 |
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Mar 2001 |
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DE |
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10004795 |
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May 2001 |
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DE |
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91/00449 |
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Jan 1991 |
|
WO |
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91/00451 |
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Jan 1991 |
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WO |
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Primary Examiner: Boles; Derek
Attorney, Agent or Firm: Griffin; Patrick M.
Claims
We claim:
1. A motorized valve assembly for use in a vehicle heating,
ventilating, and air conditioning module, said motorized valve
assembly comprising: a valve having at least one flap and an
integral motor housing having a cover hinged thereto for covering
said motor, said flap being pivotable about a pivot axis; an
electric drive motor with a center affixed to said valve and
disposed in said motor housing substantially coaxial with said
pivot axis; and a drive interface operably connected to said drive
unit for inducing a pivoting force about said pivot axis.
2. A motorized valve assembly according to claim 1 wherein said
drive interface is a pinion gear for interengagement with a
rack.
3. A motorized valve assembly according to claim 1 wherein said
drive unit further comprises a reduction gear assembly interposed
between said electric motor and said drive interface.
4. A motorized valve assembly according to claim 3 wherein said
drive interface is a shaft having a non-circular cross-section.
5. A motorized valve assembly according to claim 3 wherein said
drive interface is a pinion gear for interengagement with a
rack.
6. An improved heating, ventilation, and air conditioning module
for a vehicle, said module being of the type having a housing
defining at least one air outlet therefrom, and first and second
pivot recesses on opposite sides of said at least one air outlet,
and at least one motorized valve assembly pivotally mounted for
opening and closing said at least one air outlet, the improvement
comprising: said motorized valve assembly comprises a flap
pivotable about a pivot axis, a first pivot positioned at a first
end of said flap and received in said first pivot recess, and a
second pivot positioned at a second end of said flap and received
in said second pivot recess, said first pivot and said second pivot
aligned along said pivot axis, an electric motor affixed to said
flap for movement therewith about said pivot axis, and a drive
interface operably reacting between said motor and said housing for
inducing a pivoting force about said pivot axis to pivot said flap
and said motor together between an open and a closed position.
7. The improved heating, ventilation, and air conditioning module
according to claim 6 wherein at least one of said pivot recesses is
enclosed to prevent air from flowing from an interior of said
module to an exterior thereof.
8. The improved heating, ventilation, and air conditioning module
according to claim 6 wherein said drive interface is a shaft having
a non-circular cross section and said drive recess receives said
shaft therein is a non-rotatable manner to prevent said shaft from
rotating with respect to said module housing to effect said
reaction between said motor and said housing.
9. The improved heating, ventilation, and air conditioning module
according to claim 8 wherein said drive unit further includes a
reduction gear assembly interposed between said electric motor and
said shaft.
10. The improved heating, ventilation, and air conditioning module
according to claim 6 wherein said drive interface is a pinion gear,
and further wherein said housing defines an arcuate rack that
receives said pinion gear thereon, such that rotation of said
pinion gear by said electric motor causes said pinion gear to
traverse along said arcuate rack and thereby pivot said valve
assembly with respect to said module housing.
11. The improved heating, ventilation, and air conditioning module
according to claim 10 wherein said drive further includes a gear
reduction assembly operably interposed between said electric motor
and said pinion gear.
12. The improved heating, ventilation, and air conditioning module
according to claim 11 wherein said electric motor is positioned at
said pivot axis.
13. The improved heating, ventilation, and air conditioning module
according to claim 6 further including an electric connection to
said electric motor and extending along said pivot axis to said
housing to deliver electric power to said electric motor.
14. The improved heating ventilation, and air conditioning module
according to claim 13 wherein said electric connection interfaces
with an electrical connector at said one of said first and second
pivots.
15. The improved heating, ventilation, and air conditioning module
according to claim 13 wherein said one of said first and second
pivots further comprises said electrical connection.
16. The improved heating, ventilation, and air conditioning module
according to claim 6 wherein said flap further includes an integral
motor housing, and further wherein said motor is received in said
integral motor housing.
17. The improved heating, ventilation, and air conditioning module
according to claim 16 wherein said integral motor housing includes
a cover hinged thereto and further wherein said motor is enclosed
within said covered integral motor housing.
Description
TECHNICAL FIELD
The above-referenced invention relates to vehicle heating,
ventilation and air conditioning systems, and more specifically to
ventilation valves controlling airflow within a vehicle HVAC
system.
BACKGROUND OF THE INVENTION
Vehicle ventilation systems have long been utilized in vehicles to
provide comfort to the vehicle occupants. Initial ventilation
systems comprised a simple duct that was opened or closed by a
manually operated valve directing outside ambient air to the
vehicle interior. Through the years, consumers have desired
increased interior comfort and manufacturers have delivered systems
to satisfy consumer demand for improved interior temperature
control. Advances made over the years include directing air over a
heated core for delivering hot air to the vehicle interior and also
for delivering hot air to the windshield to keep the windshield
clear of frost and moisture. Subsequently, air conditioners have
also become commonplace accessories in vehicles to provide cool air
for the comfort of passengers in summer's heat.
Heating ventilation and air conditioning systems in today's
vehicles now provide total interior climate control. These new
systems automatically maintain a desired temperature by delivering
an appropriate mix of heated, ambient, and cooled air to the
vehicle interior. More advanced systems also permit occupants to
select a desired temperature for their individual zones and
automatically maintain these zones at the pre-selected temperature.
Such operation necessarily requires the use and operation of
multiple valves and ducts to achieve the desired operation of the
vehicle heating, ventilation and air conditioning system.
While the sophistication and complexity of heating ventilation and
air conditioning (HVAC) systems for vehicles has steadily
increased, the design of valves utilized in HVAC systems has
remained relatively unchanged throughout the years. Vehicle HVAC
modules now include a number of separate valves that have been
automated through the use of various types of actuators mounted
exteriorly to the HVAC module and either connected to the valve
directly or with mechanical linkages such as gears, push rods, or
mechanical arms. Typically, these valves are hinged doors and
activation of the actuator causes the valve door to rotate about
the hinge between an opened and closed position. This type of valve
design necessarily requires that the valves connect to their
respective actuating mechanisms through the HVAC module case.
Consequently, these valves require space for unimpeded rotation of
the door about the hinge in addition to the space required on the
exterior of the HVAC module for the valve actuator and actuating
mechanisms. System space in a vehicle is now at a premium with an
ever-increasing demand to reduce the volume and cost required for
individual systems. Additionally, the valves and actuators, and the
necessary linkage therebetween, must be independently assembled to
the HVAC system and thus become labor intensive in an era where
labor is increasingly expensive and thus desirable to minimize.
Furthermore, ventilation valves having exteriorly mounted actuators
and interconnecting mechanical linkages extending through the
module case permit leakage of air from the module as well as
produce objectionable noises to the vehicle occupants. Such noises
tend to detract and annoy the occupants as well as fostering a
perception of decreased quality.
Thus, there is a need for a ventilation valve for use in vehicle
heating ventilation and air conditioning systems that is cost
efficient, quiet, and requires a minimum volume for operation.
SUMMARY OF THE INVENTION
One aspect of the present invention is a motorized valve assembly
for use in a vehicle heating, ventilating, and air conditioning
module. The motorized valve assembly comprises a valve having at
least one flap and is pivotable about a pivot axis. A drive unit is
affixed to the valve, and a drive interface is operably connected
to the drive unit for inducing a pivoting force about the pivot
axis.
Another aspect of the present invention is an improved heating,
ventilation, and air conditioning module for a vehicle. The module
being of the type having a housing defining at least one air outlet
therefrom, and at least one valve assembly pivotally mounted for
opening and closing the air outlet. The improvement comprises a
motorized valve assembly wherein the housing defines first and
second pivot recesses on opposite sides of said at least one air
outlet and wherein the motorized valve assembly comprises a valve
having at least one flap and is pivotable about a pivot axis. A
first pivot is positioned at a first end of the valve and is
received in the first pivot recess, and a second pivot is
positioned at a second end of the valve and is received in the
second pivot recess. The first pivot and the second pivot are
aligned along the pivot axis. A drive unit is affixed to the valve,
and a drive interface is operably connected to the drive unit for
inducing a pivoting force about the pivot axis to pivot the valve
assembly between an open and a closed position.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a elevation sectional view of a vehicle heating
ventilation and air conditioning module embodying the present
invention, wherein motors are mounted on the air valves.
FIG. 2 is a plan view of a valve having an actuating motor mounted
thereon.
FIG. 3 is an embodiment of an air valve wherein the motor is
mounted proximate to a rotational axis of the valve.
FIG. 4 is an exploded perspective view of a valve wherein a motor
and gear assembly are housed in an integral compartment of the
valve.
FIG. 5 is a plan view of a valve wherein a motor and gear assembly
are affixed to a surface of the valve.
FIG. 6 is a valve assembly wherein electrical power is supplied to
the valve through a socket at a hinge point.
FIG. 7 is a valve assembly wherein electrical power is supplied to
the valve through a wiring harness extending from a valve hinge
point.
FIG. 8 is a perspective view of an alternate embodiment valve.
FIG. 9 is a perspective view of the valve of FIG. 8 wherein the
dive motor is mounted proximate to the valve pivot axis.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
For purposes of description herein, the terms "upper", "lower",
"left", "rear", "right", "front", "vertical", "horizontal", and
derivatives thereof shall relate to the invention as oriented in
FIG. 2. However, it is to be understood that the invention may
assume various alternative orientations and step sequences, except
where expressly specified to the contrary. It is also to be
understood that the specific devices and processes illustrated in
the attached drawings, and described in the following
specification, are simply exemplary embodiments of the inventive
concepts defined in the appended claims. Hence, specific dimensions
and other physical characteristics relating to the embodiments
disclosed herein are not to be considered as limiting, unless the
claims expressly state otherwise.
Turning to the drawings, FIG. 1 shows a heating ventilation and air
conditioning (HVAC) module 10 for a vehicle, which is one of the
preferred embodiments of the present invention and illustrates its
various components including motorized valves.
The vehicle HVAC module 10 is comprised of core module 12 and air
distribution module 30. Ambient outside air or recirculated
interior air is directed to air inlet 14 and is subsequently
directed through air-conditioning evaporator 16 by the HVAC blower
(not shown). After the air exits from evaporator 16 to pass between
point 19 and wall 20, part of the air is directed through cool air
inlet area 22 and part of the air is directed to warm air passage
24. Inlet 22 and passage 24 are variable in area depending upon the
position of air mix door 18. Air mix door 18 is hinged to pivot
such that the position of air mix door 18 is directly related to
the desired air temperature of air to be output to the interior of
the vehicle. Thus, to obtain the maximum amount of cool air, air
mix door 18 is rotated counterclockwise to maximize the area of
cool air inlet 22. If heated air is desired, air mix door 18 is
rotated clockwise to create a warm air passage 24 thereby diverting
a portion of the air-flow exiting from evaporator 16 to flow
through heater core 26 and duct the heated air through heated air
inlet 28. An intermediate position of air mix door 18 facilitates a
mixture of cool and hot air simultaneously entering air chamber 32
of air distribution module 30 to provide air at a desired
temperature.
Air distribution module 30 typically has three designated outlets
for delivering the conditioned air to different portions of the
vehicle. These outlets are generally referred to as a defrost
outlet 36 for delivering air to the interior surface of the
windshield, vent outlet 40 for delivering air to the upper portion
of the vehicle interior, and a heater outlet 44 for delivering air
to the foot wells of the vehicle interior. Valves 34, 38, and 42
can be selectively positioned in closed, opened, or intermediate
positions to place the desired HVAC system in the desired function.
Door 18, and valves 34, 38, and 42 each have a motor unit 46
mounted thereon to selectively power the valves between open,
closed, and intermediate positions. The HVAC module 10 is typically
located in the center of the vehicle as are outlets 36, 40, and
44.
Referring now to FIG. 2, a motorized valve assembly 50 according to
one embodiment includes a valve 53 having a flap 52 which is
selectively pivoted to open and close an outlet such as outlets 36,
40, and 44 (FIG. 1). Valve 53 includes a first pivot 54 at one end
of valve 53 and a second pivot 56 at an opposite end of valve 53.
First and second pivots define an axis about which valve 53 pivots.
A drive unit 51 is mounted to valve 53. Drive unit can be mounted
by bonding with an adhesive, with mechanical fasteners, or in other
ways commonly know in the art. Drive unit 51 includes an electric
motor 58 which is preferably a DC motor. Motor 58 drives a
reduction gear assembly 59 to reduce the rotational speed of motor
58. Reduction gear assembly can take many configurations which are
well know in the art. Reduction gear assembly 59, for example
includes a worm gear 60 directly driven by motor 58. Worm gear 60
in turn engages an outer periphery of reduction gear 62. Reduction
gear further engages beveled gear 64 which is operably engages with
drive interface 66. Drive interface 66 is preferably a shaft having
a non-circular cross section. Such non-circular cross sections, can
includes shapes such as a hexagon, a square, a triangle, a "D"
section wherein a portion of the shaft is circular and another
portion has a flat surface. Electrical wires or an electrical cable
68 extends from motor 58 through shaft 66 to provide a convenient
means of routing cable 68 from an interior of the module housing 12
to an exterior by passing cable 68 through one of the pivots 54,
56.
FIG. 3 illustrates another valve assembly 80 which is an embodiment
similar to the valve assembly 50 illustrated in FIG. 2. Valve
assembly 80 includes a valve 83 having a flap 82. Valve 83 includes
pivots 84 and 86 at each end of valve 83 and define a pivot axis
extending from pivot 84 to pivot 86. A drive unit 81 is affixed to
valve 83 in a manner like valve assembly 50 as described above.
Drive unit 83 includes an electric motor 88 and a reduction gear
assembly 89. Reduction gear assembly includes a worm gear 90
affixed to the output of motor 88 and in turn engages a periphery
of reduction gear 92. Reduction gear 92 in turn engages and rotates
transverse gear 94. Transverse gear is operably connected to drive
interface 96, which as above, is preferably a shaft having a
non-circular cross section. Drive unit 81 is configured such that
motor 88 and reduction gear assembly 89 are substantially aligned
along the pivot axis defined by pivots 84 and 86. This alignment
concentrates to a great extent the mass of drive unit 81 close to
the pivot axis. By concentrating the mass close to the pivot axis,
the valve assembly 80 has a smaller moment of inertia that valve
assembly 50 above where motor 58 is significantly displaced from
the pivot axis. The smaller moment of inertia thus requires less
power from motor 88 to overcome the inertial of the valve assembly
when the motor 88 is operating to pivot valve assembly 80.
Referring now to FIG. 4 illustrates yet another embodiment valve
assembly 100. Valve assembly 100 includes a valve 101 having a flap
102 for being pivoted into and out of abutting engagement with an
air outlet in housing module 30 to open and close the outlet. Valve
101 includes a fixed drive housing 104 and a housing cover 106.
Cover 106 is hinged to fixed drive housing 104 such that cover 106
can be rotated to form in combination with housing 104 an enclosed
drive housing defining a recess therein that receives a drive unit
114. Drive unit 114 includes a motor and gear assembly 116 that has
an electrical cable 120 extending from one end and a drive
interface 122 extending from the other end. Drive interface 122 as
illustrated is a shaft with a hexagonal cross section, but those
skilled in the are will readily recognize that other non-circular
cross sections can also be used for shaft 122 as described above.
Drive unit 114 is retained within cavity 118 such that shaft 122
extends from aperture 112 on one end of valve 101 and pivot 118 is
retained in aperture 110 at an opposite end such that pivot 118
also extends partially from valve 101. Valve assembly 100 extends
between facing walls of module housing 30. Pivot 118 is pivotally
retained in pivot recess 124 in a manner to permit valve assembly
100 to pivot with respect to module housing 30. At an opposite end
of valve 101, shaft 122 extends through aperture 112 such that
valve 101 pivots about shaft 122. Shaft 122 is fixedly engaged in
interface recess 126 such that shaft 122 is not permitted to rotate
with respect to module housing 30. Therefore, when the motor and
gear assembly delivers a torquing force to shaft 122, shaft 122 is
held stationary with respect to module housing 30 and valve
assembly 100 pivots therearound. As illustrated, pivot 118 also
functions as an electrical connector for routing electric power to
drive unit 114.
FIG. 5 illustrates a preferred embodiment 130 of a motorized valve
assembly wherein assembly 130 comprises a valve 132 having pivots
136 and 138 at each end thereof and defining a pivot axis about
which valve assembly 130 pivots. A drive unit 134 is affixed to
valve 134 by adhesively bonding or by mechanical fasteners. Drive
unit 134 is pre-assembled and self contained to minimize the amount
of time required to assemble valve assembly 130. A drive interface
140 extends from one end of the valve 132 wherein drive interface
140 is a shaft having a non-circular cross section to facilitate
being held stationary by the module housing in which valve assembly
132 is installed. Electrical wires 142 extend from pivot 136 to
facilitate connecting valve assembly to an appropriate control and
power source (not shown).
FIGS. 6 and 7 illustrate that the electrical wiring for powering
and controlling the operation of the valve assembly can be routed
through either of the pivot points and that the drive unit can be
mounted to either sided of the valve. Valve assembly 150
illustrates drive unit 154 positioned on the right side of valve
152 wherein drive interface 155 extends to the right and electrical
wires 156 extend to and terminate at pivot 158 which also functions
a an electrical connector for interconnecting with an external wire
harness (not shown). Alternatively, valve assembly 160 illustrates
drive unit 164 positioned on the left side of valve 162 wherein the
power and control wires 166 extend through drive interface 165 and
can be "pig-tailed" exterior to the module housing or as
illustrated can terminate in a connector 168 for connection to a
power harness (not shown). Those practiced in the art will readily
recognize that each of the features described with respect to the
configurations of FIGS. 6 and 7 can be incorporated in any number
of combinations.
FIG. 8 discloses an alternative embodiment valve assembly 170.
Valve assembly 170 includes a valve 171 having pivoting shafts 174
and 176 extending from opposite ends of valve 171. Shafts 174 and
176 have a circular cross section and each is received in a pivot
recess 177 in module housing 182 such that shafts 174 and 176 are
freely pivotable therein. One interior face of the module housing
182 defines an arcuate rack 184 of gear teeth such that said
arcuate rack is substantially concentric with pivot shaft 174. A
drive unit 178 includes an electric motor and a gear reduction
assembly to provide a desired rotational output speed therefrom.
Drive unit 178 has an output shaft 181 extending therefrom and a
pinion gear 180 mounted on an outer end of the output shaft 181.
The combined drive unit 178, drive shaft 181, and pinion gear 180
are positioned on and affixed to valve 171 in such a manner that
the teeth of pinion gear 180 engage the teeth of arcuate rack 184.
When drive unit 178 is powered, the pinion gear is caused to
rotate, and as a result of its teeth interengaging with the teeth
of arcuate rack 184, pinion gear 180 `walks` along rack 184. As
pinion gear 180 walks along arcuate rack 184 valve 171 is caused to
pivot about shafts 174 and 176 as shown by directional arrow
186.
FIG. 9 illustrates a variation of the embodiment shown in FIG. 8.
Valve assembly 190 includes a butterfly valve 191 which has first
and second pivoting shafts 192 and 194 extending outwardly from a
center of valve 191. Each of shafts 192 and 194 are pivotally
retained in a pivot recess defined by module housing 200. An
electric motor 196 is positioned substantially on the pivoting axis
of valve 191 as defined by shafts 192 and 194. Electric motor
drives a gear reduction assembly 198, here shown a s a worm gear
driven by motor 196 and in turn driving a planetary gear which in
turn drives pinion gear 199. Pinion gear 199 includes teeth
therearound that engage intermeshing teeth of an arcuate rack 201
of gear teeth. When motor 196 is actuated to rotate in one
direction or the other, pinion gear 199 is caused to `walk` along
arcuate rack 201 and thereby cause valve 191 to rotate according to
directional arrow 195. The above configuration permits the
centering of the mass of the combined electric motor 196 and gear
reduction assembly 198 at the pivoting axis defined by shafts 192
and 194. The centering of this mass result is a very low moment of
inertia to be overcome by motor 196. Thus, with the corresponding
low moment of inertia, the power and size of motor 196 can be
minimized to improve cost and efficiency of the valve assembly.
In the foregoing description those skilled in the art will readily
appreciate that modifications may be made to the invention without
departing from the concepts disclosed herein. Such modifications
are to be considered as included in the following claims, unless
these claims expressly state otherwise.
* * * * *